A non-contact gear track tooth entry correction device

Abstract

A non-contact rack entry correction device is used to adjust and correct the state of the train driving gear before the rack train enters the rack, improve the smoothness of the entry, avoid impact vibration and wear, and increase the train entry speed, which is beneficial to improve the operation efficiency of the rack train. The device includes a tooth entry chute fixedly arranged on the sleeper before the rack entry end, a first magnet fixedly arranged on the train driving gear, and a second magnet fixedly arranged on the tooth entry chute. The first magnet is fixedly arranged on the two sides of each tooth of the train driving gear to form an annular magnet array, and each first magnet is located in the middle of the tooth shape on the gear pitch circle, and the outer end polarity is the same. The second magnet is equidistantly arranged on the inner side walls of the two sides of the tooth entry chute along the rack pitch line to form a linear magnet array, and the spacing between two adjacent second magnets is equal to 1 / 2 of the rack tooth pitch, and the outer end polarity is opposite, wherein the outer end polarity of the second magnet located in the middle of the two tooth shapes of the rack is opposite to the outer end polarity of the first magnet, and the linear magnet array forms a virtual rack before the rack entry end.

Description

Technical Field

[0001] The invention belongs to the field of track engineering, and in particular relates to a non-contact rack track tooth entry correction device. Background Art

[0002] Rack railway is a new type of rail transportation with strong climbing ability and good terrain adaptability. It introduces a rack system based on the traditional steel wheel and rail adhesion drive, and relies on gear racks for driving on steep slopes, breaking through the friction limitation between wheels and rails, and solving the problem of insufficient wheel-rail adhesion on traditional railways under steep slope conditions, making it possible for trains to climb steep slopes.

[0003] The tooth entry correction device is set at the end of the rack and is an important auxiliary equipment for the rail vehicle to enter the rack section from the wheel-rail section. Since the distribution state of the teeth on the train drive gear is random when the rack vehicle enters the rack section, if there is no tooth entry correction device, the vehicle may have "top teeth" (that is, the top of the drive gear tooth is opposite to the top of the rack tooth) when entering the rack section from the wheel-rail section, which endangers driving safety. The function of the tooth entry correction device is to adjust the state of the drive gear through the force acting on the vehicle gear so that it meshes with the rack correctly to avoid top teeth.

[0004] Domestic related institutions have conducted some research on the gear insertion method. For example, in the invention patent application specification with publication number CN108130829A, a rack rail vehicle track entry guide device is disclosed, which is a steel structure with a longitudinal groove, and short shafts meshing with the rack rail vehicle driving gear are arranged at equal intervals in the longitudinal direction in the longitudinal groove. The rear end of the transition section rack is hinged with the rail foundation through a mounting seat, and an elastic body is arranged between the front part and the rail foundation; the invention patent application specification with publication number CN108149529A discloses a non-stop three-stage wheel-rail-rack transition device for a rack rail transportation system, including a rack transition device, a roller transition device and an inclined plane transition device, the inclined plane transition device, the roller transition device and the rack transition device act on the driving gear of the rack rail vehicle in sequence, and use vertical force to make the driving wheel of the rack rail vehicle slide relative to the rail, and the driving gear and the rack rail form an effective meshing when entering the rack rail entry end; the invention patent application specification with publication number CN113047093A discloses a longitudinal movable tooth entry transition device, wherein a moving device and a hydraulic device are arranged at a certain distance in front of the tooth entry end, and a transition rack is arranged at the front section of the moving device close to the rack section, and a transition roller device is arranged at the rear section close to the wheel rail section. The hydraulic device is operated on the moving device, so that it performs a variable speed linear reciprocating motion relative to the normal rack tooth entry end along the center line of the normal rack. When the moving device moves forward in a straight line, the transition roller device and the transition rack act on the rack vehicle traction gear in sequence. The rack vehicle traction gear increases its own speed under the direct drive of the rack vehicle power system and the auxiliary action of the transition device, and reaches the linear speed of the rack vehicle wheel before the normal rack enters the tooth end, so that the rack vehicle traction gear and the normal rack are accurately meshed.

[0005] The basic principle of the gear-entry devices involved in the above patent applications is to drive the roller to roll and the rack to float or slide through mechanical effects such as friction and impact between the train driving gear and the gear-entry mechanism, thereby coordinating the relative position relationship between the gear and the rack, eliminating the "top tooth", and promoting the meshing between the gear and the rack.

[0006] The above-mentioned mechanical tooth insertion method has the following disadvantages:

[0007] (1) The impact and vibration of the teeth are relatively strong. Especially when the "top tooth" phenomenon occurs, the top of the driving gear teeth directly collides with the top of the rack teeth, which causes great damage to the vehicle and the teeth device in the long run. At the same time, the vibration of the vehicle body caused by the impact of the teeth will seriously affect the stability of the train operation and reduce the riding comfort of passengers;

[0008] (2) There is serious wear of gears and racks. Since the driving gear is in direct contact with the rack, the gears and racks are severely worn due to the impact and sliding friction during meshing correction;

[0009] (3) The gear-entry device has a complex structure, poor reliability, and is difficult to install and debug. In order to adjust the gear state, the rack in the gear-entry device is generally set to float up and down or slide back and forth. Therefore, a large number of hydraulic, spring, roller and other devices are required. The structure is very complex, with many potential disease points and poor reliability. Due to the large number of parts and high precision requirements, there are also high requirements for on-site construction and installation and debugging.

[0010] (4) High cost. The complexity and high precision of various internal mechanical structures determine the high cost of the gear entry device. Taking the three-stage wheel-rail-rack transition device disclosed in publication number CN108149529A as an example, its cost is about 2 million per set, which is poor in economic efficiency;

[0011] (5) It does not have an overload protection function and must be decelerated for gear engagement. Since the driving gear and the rack are in rigid contact, the higher the speed and the greater the meshing impact force, the greater the damage to the vehicle and the gear engagement device. In order to protect the vehicle and the gear engagement device, all of the above-mentioned gear engagement devices currently require the train to decelerate for gear engagement, and the gear engagement speed generally does not exceed 10 km / h. Summary of the invention

[0012] The technical problem to be solved by the present invention is to provide a non-contact rack tooth entry correction device to adjust and correct the state of the train driving gear before the rack train enters the rack, thereby improving the smoothness of tooth entry, avoiding impact vibration and wear, and increasing the train tooth entry speed, thereby helping to improve the operating efficiency of the rack train.

[0013] The technical solution adopted by the present invention to solve the above technical problems is as follows:

[0014] A non-contact rack tooth entry correction device of the present invention is arranged in front of the rack entry end, relates to a train drive gear and a rack, and is characterized in that: the device includes a tooth entry chute fixedly arranged on the sleeper before the rack tooth entry end, a first magnet fixedly arranged on the train drive gear and a second magnet fixedly arranged on the tooth entry chute; the first magnet is fixedly arranged on the two side surfaces of each tooth of the train drive gear to form an annular magnet array, each first magnet is located in the middle of the tooth shape on the gear pitch circle, and the outer end polarities thereof are the same; the second magnet is equidistantly arranged on the inner side walls of the tooth entry chute on both sides along the rack pitch line to form a linear magnet array, the spacing between two adjacent second magnets is equal to 1 / 2 of the rack tooth pitch, and the outer end polarities thereof are opposite, wherein the outer end polarity of the second magnet located in the middle of the two tooth shapes of the rack is opposite to the outer end polarity of the first magnet, and the linear magnet array forms a section of virtual rack before the rack tooth entry end.

[0015] In the linear magnet array, the magnetic induction intensity of each second magnet increases successively from the starting end to the adjacent rack tooth entry end.

[0016] The front section of the rack extends into the toothed slot, and its front end is connected to the rear end of the virtual rack; the front section of the rack is fixedly connected to the toothed slot by connecting bolts arranged at longitudinal intervals.

[0017] The linear magnet array extends backwards on the inner side walls on both sides of the tooth entry slot to the end of the front section of the rack.

[0018] The beneficial effects of the present invention are mainly reflected in the following aspects:

[0019] 1. Through the magnetic coupling effect, the traditional mechanical effects such as friction and impact are replaced to adjust and correct the gear state of the train drive gear. The problem of large impact, serious wear and serious noise pollution of the traditional mechanical gear device is solved. The transmission gear device drives the roller to roll, the rack to float or slide through the mechanical effects such as friction and impact between the train drive gear and the gear mechanism, and then coordinates the relative position relationship between the gear and the rack, eliminates the "top tooth", and promotes the meshing between the gear and the rack. In the above process, the impact and vibration of the gear are relatively strong. Especially when the "top tooth" phenomenon occurs, the top of the drive gear tooth directly collides with the top of the rack tooth, which causes great damage to the vehicle and the gear device in the long run. The vibration of the car body caused by the gear impact will also seriously affect the stability of the train operation and reduce the riding comfort of passengers. The noise pollution caused by the gear impact seriously interferes with the normal life of residents along the line. At the same time, due to the impact and sliding friction during the meshing correction, the gear and rack wear quickly and need to be repaired and replaced frequently. The present invention adopts a "non-contact" magnetic tooth-entering method, which overcomes the above-mentioned defects of the traditional mechanical tooth-entering device;

[0020] Second, the meshing correction is only based on the magnet array, which has a simple structure, clear force transmission, easy installation and debugging, few potential failure points, and high reliability. However, the traditional gear entry device has a complex mechanical structure, not only has many potential failure points, but also is complicated to install on site, and needs to be debugged repeatedly before opening to traffic;

[0021] 3. Good maintainability. Major components such as magnet assembly, gear entry slideway, fastener system, etc. can be easily and quickly disassembled, repaired and replaced. However, the traditional mechanical gear entry device has a large number of hydraulic devices and spring mechanisms located in a relatively hidden position at the bottom of the structure, making daily maintenance, disease screening, repair and replacement more difficult.

[0022] Fourth, it can avoid vibration transmission and achieve smooth gear entry of the rack train. Since the driving wheel has no contact with the gear entry device during meshing correction, there is no rigid connection problem, and the unevenness or vibration of the gear entry device will not be directly transmitted to the vehicle. Sudden changes or vibrations in the vehicle's running state will not affect the working state of the gear entry device, thus avoiding the transmission of vibration or sudden changes and achieving smooth gear entry of the train.

[0023] 5. Curved gear insertion can be achieved. The traditional mechanical gear insertion device uses the method of driving the gear to hit the rack, causing the rack to float or slide, and then adjusts the meshing state of the gear and the rack. The direction of the driving gear's impact must be along the axis of the rack. If the gear insertion device is located in a curved section, there is an angle between the driving gear's impact direction and the rack axis, which can easily cause problems such as lateral bending and deformation of the rack and damage to the lower hydraulic device connector. Therefore, the traditional gear insertion device must be set in a straight section. Since the non-contact rack gear insertion correction device described in the present invention does not have the problem of impact gear insertion, its application scenario is not limited to straight sections. When it needs to be set in a curved section, it is only necessary to arrange the gear insertion chute and the linear magnet array thereon along the curve according to the center line of the line.

[0024] 6. It has an overload protection function during high-speed gear entry. When the gear entry speed is too high, the annular magnet array on the driving wheel and the linear magnet array in the gear entry groove may slip and end the transmission of force, thus protecting the vehicle and the gear entry device. However, once a "top tooth" collision occurs in a traditional mechanical gear entry device at high speed, the huge impact will cause irreversible damage to the vehicle and the gear entry device, rack and other structures. Therefore, the gear entry speed of the traditional mechanical gear entry device must be controlled within 10km / h. However, the non-contact rack gear entry correction device of the present invention has an overload protection function and can achieve gear entry at a speed of 40km / h or even higher. As long as the length of the gear entry groove and the linear magnet array is lengthened, it can adapt to higher gear entry speeds.

[0025] 7. The smoothness of tooth entry can be further improved by optimizing the magnetic induction intensity of the magnets in the linear magnet array. For example, along the direction of the train tooth entry, a magnet with a smaller magnetic induction intensity can be used at the starting point of the linear magnet array, and a magnet with a larger magnetic induction intensity can be used at the end point of the linear magnet array, and the magnetic induction intensity of the intermediate magnets increases successively. In this way, the force and torque acting on the drive gear can be gradually increased to avoid sudden changes in the force on the drive gear and improve the smoothness of the train tooth entry. However, since the traditional mechanical tooth entry device adopts the method of impact tooth entry, at the moment of collision between the gear and the rack, the interaction force between the two suddenly increases, and the sudden change of force during the collision is completely uncontrollable.

[0026] 8. It has good economical efficiency. Its main structural parts such as magnets, gear-entry slides, fasteners and other structures are all mature, universal and easy-to-manufacture products. The cost of each set of magnetic gear-entry devices does not exceed 100,000, which greatly reduces the engineering cost. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] This specification includes the following ten drawings:

[0028] Figure 1 It is a three-dimensional diagram of a non-contact type gear track tooth entry correction device of the present invention;

[0029] Figure 2 It is a structural diagram of a non-contact type rack track tooth entry correction device of the present invention;

[0030] Figure 3 It is a front view of a non-contact rack track tooth entry correction device of the present invention;

[0031] Figure 4 It is a stereoscopic diagram of a train driving gear and an annular magnet array thereon in a non-contact rack-track tooth-entry correction device of the present invention;

[0032] Figure 5 It is a stereoscopic diagram of a tooth entry slideway and a linear magnet array in a non-contact tooth track tooth entry correction device of the present invention;

[0033] Figure 6 It is a schematic diagram of the relative relationship between the annular magnet array and the linear magnet array, the train driving gear and the rack in a non-contact rack track tooth entry correction device of the present invention, and a schematic diagram of the working principle;

[0034] Figure 7 It is a three-dimensional diagram of a rack in a non-contact rack track tooth entry correction device of the present invention;

[0035] Figure 8 It is a three-dimensional diagram of a rack clamping plate in a non-contact rack track tooth entry correction device of the present invention;

[0036] Fig. 9 It is a three-dimensional diagram of a gear entry slideway fastener in a non-contact gear track gear entry correction device of the present invention;

[0037] Fig.10 It is a stereoscopic diagram of a rack fastener in a non-contact rack track tooth entry correction device of the present invention.

[0038] The names and marks of the components are shown in the figure: rail 10, rail fastener 11, sleeper 12, rack 13, front section of rack 13a, rack train wheelset 20, train drive gear 21, first magnet 22, gear pitch circle 23, tooth entry chute 30, second magnet 31, rack pitch line 32, upper chute structure 33 of tooth entry chute, lower rail bottom structure 34 of tooth entry chute, fastener 40 of tooth entry chute, spring bar 41 of tooth entry chute fastener, rail direction adjustment block 42 of tooth entry chute fastener, Slide groove fastener elastic pad 43, tooth slide groove fastener iron pad 44, tooth slide groove fastener anchor bolt 45, tooth slide groove fastener spring washer 46, rack fastener 50, rack fastener spring bar 51, rack fastener rail adjustment block 52, rack fastener elastic pad 53, rack fastener iron pad 54, rack fastener anchor bolt 55, rack fastener spring washer 56, rack clamp 60, rack clamp upper groove structure 61, rack clamp lower rail bottom structure 62, virtual rack X. DETAILED DESCRIPTION

[0039] The present invention is further described below in conjunction with the accompanying drawings and embodiments.

[0040] Reference Figure 1 The present invention provides a non-contact rack track tooth entry correction device, which is arranged in front of the starting end of the rack 13, and involves the train drive gear 21 and the rack 13. The device includes a tooth entry chute 30 fixedly arranged on the sleeper 12 before the tooth entry end of the rack 13, a first magnet 22 fixedly arranged on the train drive gear 21, and a second magnet 31 fixedly arranged on the tooth entry chute 30. Figure 2 , Figure 3 and Figure 4 The first magnets 22 are fixedly arranged on the two sides of each tooth of the train driving gear 21 to form an annular magnet array. Each first magnet 22 is located in the middle of the tooth shape on the gear pitch circle 23, and its outer end has the same polarity. Figure 1 In the illustrated embodiment, the polarity of the outer end of each first magnet 22 is N. Figure 2 and Figure 5 The second magnets 31 are arranged at equal intervals on the inner side walls of the tooth entry slot 30 along the rack index line 32 to form a linear magnet array. The distance between two adjacent second magnets 31 is equal to 1 / 2 of the tooth pitch of the rack 13, and the outer ends thereof have opposite polarities. The outer end polarity of the second magnet 31 located between the two tooth shapes of the rack 13 is opposite to the outer end polarity of the first magnet 22. Figure 6 , the linear magnet array forms a virtual rack X before the rack 13 enters the tooth end. Figure 6 In the illustrated embodiment, the outer end polarity of the second magnet 31 corresponding to each tooth shape on the virtual rack X is N, and the outer end polarity of the second magnet 31 corresponding to the portion between two tooth shapes is S. The end of the virtual rack X is connected to the tooth entry end of the rack 13.

[0041] Reference Figure 6 , the linear magnet array is arranged along the horizontal tangent direction of the annular magnet array. When the train drive gear 21 runs in the tooth entry slot 30 to the front end of the virtual rack X (such as Figure 6 In the middle position A), if the train drive gear 21 and the virtual rack X are in the top tooth state, the magnets of the linear magnet array and the annular magnet array at the tangent point between the two are in a state of like-pole repulsion; as the train drive gear 21 moves toward the tooth end of the rack 13, through the magnetic force of "like poles repel each other and opposite poles attract each other", the linear magnet array and the annular magnet array continuously adjust the meshing state of the train drive gear 21 and the virtual rack X (rack 13), so that the train drive gear 21 reaches the correct meshing state (such as Figure 6 The train drive gear 21 is synchronized and corrected until the train drive gear 21 meshes with the rack 13 smoothly to avoid the occurrence of top teeth. Since the tooth correction of the train drive gear 21 is achieved by a non-contact method of magnetic interaction, it effectively solves the problems of large impact, severe wear and severe noise pollution of the traditional mechanical tooth-entry device, improves the smoothness of tooth entry, and can increase the train tooth-entry speed, which is beneficial to improve the operation efficiency of the rack railway train.

[0042] As an optimization of the above technical solution, in order to further improve the smoothness of the train when entering the teeth, the magnetic induction intensity of each second magnet 31 in the linear magnet array increases successively from the starting end to the tooth entry end of the adjacent rack 13, that is, the correction force of the second magnet 31 in the virtual rack X on the meshing state of the train drive gear 21 gradually increases along the direction of the train entering the teeth.

[0043] Reference Figure 1 and Figure 3 , the front section 13a of the rack 13 extends into the toothed slot 30, and its front end is connected to the tail of the virtual rack X. The front section 13a is fixedly connected to the toothed slot 30 by connecting bolts arranged at intervals in the longitudinal direction, so as to keep the relative position constant. The linear magnet array extends backward on the inner side walls on both sides of the toothed slot 30 to the end of the front section 13a of the rack 13.

[0044] Reference Figure 5 The tooth entry chute 30 has an upper chute structure 33 and a lower rail bottom structure 34. The upper chute structure 33 allows the train drive gear 21 to enter the tooth entry chute 30, and a linear magnet array is fixedly arranged on the inner side walls on both sides thereof. In order to improve the versatility of the fastener system, the lower rail bottom structure 34 of the tooth entry chute is consistent with the rail bottom structure of ordinary steel rails. Figure 1 and Figure 2 The toothed chute fastener 40 is buckled on the rail bottom structure 34 at the lower part of the toothed chute, and the toothed chute 30 is fixedly installed on the sleeper 12. Fig. 9 The tooth entry slot fastener 40 includes a tooth entry slot fastener spring bar 41, a tooth entry slot fastener rail adjustment block 42, a tooth entry slot fastener elastic pad 43, a tooth entry slot fastener iron pad 44, a tooth entry slot fastener anchor bolt 45 and a tooth entry slot fastener spring washer 46. The tooth entry slot fastener spring bar 41 and the tooth entry slot fastener rail adjustment block 42 are pressed on the lower rail bottom structure 34 of the tooth entry slot, the tooth entry slot fastener elastic pad 43 is placed under the tooth entry slot 30, and the tooth entry slot fastener iron pad 44 is placed on the upper surface of the sleeper 12 and is anchored to the sleeper 12 through the tooth entry slot fastener anchor bolt 45.

[0045] Reference Figure 1 and Figure 8 , rack clamps 60 are longitudinally spaced apart on the rack 13, and the rack clamps 60 have an upper groove structure 61 of the rack clamps and a lower rail bottom structure 62 of the rack clamps. The upper groove structure 61 of the rack clamps clamps the rack 13 and is fixedly connected to the rack 13 by connecting bolts. In order to improve the versatility of the fastener system, the lower rail bottom structure 62 of the rack clamp is consistent with the rail bottom structure of ordinary steel rails. The rack fastener 50 is buckled on the lower rail bottom structure 62 of the rack clamp to fix the rack 13 on the sleeper 12. Refer to Fig.10 The rack fastener 50 includes a rack fastener spring bar 51, a rack fastener rail adjustment block 52, a rack fastener elastic pad 53, a rack fastener iron pad 54, a rack fastener anchor bolt 55 and a rack fastener spring washer 56. The rack fastener spring bar 51 and the rack fastener rail adjustment block 52 are pressed on the lower rail bottom structure 62 of the rack clamp, the rack fastener elastic pad 53 is placed under the rack clamp 60, and the rack fastener iron pad 54 is placed on the upper surface of the sleeper 12 and is anchored to the sleeper 12 through the rack fastener anchor bolt 55.

[0046] The above description is only to illustrate some principles of a non-contact rack tooth correction device of the present invention, and is not intended to limit the present invention to the specific structure and applicable scope shown and described. Therefore, all corresponding modifications and equivalents that may be used are within the scope of the patent applied for by the present invention.

Claims

1. A non-contact rack track tooth entry correction device, arranged in front of the starting end of the rack (13), involving a train drive gear (21) and the rack (13), characterized in that: The device comprises a tooth entry slot (30) fixedly arranged on a rail sleeper (12) before the tooth entry end of a rack (13), a first magnet (22) fixedly arranged on a train driving gear (21), and a second magnet (31) fixedly arranged on the tooth entry slot (30); the first magnet (22) is fixedly arranged on two side surfaces of each tooth of the train driving gear (21) to form an annular magnet array, and each first magnet (22) is located in the middle of the tooth shape on the gear pitch circle (23), and its outer end has the same polarity; The second magnets (31) are arranged at equal intervals on the inner side walls of the tooth entry slot (30) along the rack dividing line (32) to form a linear magnet array, wherein the spacing between two adjacent second magnets (31) is equal to 1 / 2 of the tooth pitch of the rack (13), and the polarities of their outer ends are opposite, wherein the polarity of the outer end of the second magnet (31) located between the two tooth shapes of the rack (13) is opposite to the polarity of the outer end of the first magnet (22), and the linear magnet array forms a section of a virtual rack (X) before the tooth entry end of the rack (13).

2. A non-contact rack track tooth entry correction device as claimed in claim 1, characterized in that: In the linear magnet array, the magnetic induction intensity of each second magnet (31) increases in sequence from the starting end to the tooth entry end adjacent to the rack (13).

3. A non-contact rack track tooth entry correction device as claimed in claim 1 or 2, characterized in that: The front section (13a) of the rack (13) extends into the toothed slot (30), and its front end is connected to the rear end of the virtual rack (X); the front section (13a) is fixedly connected to the toothed slot (30) via connecting bolts arranged at longitudinal intervals.

4. A non-contact rack track tooth entry correction device as claimed in claim 3, characterized in that: The linear magnet array extends backwards on the inner side walls of both sides of the tooth entry slot (30) to the end of the front section (13a) of the rack (13).

5. A non-contact rack track tooth entry correction device as claimed in claim 1, characterized in that: The tooth entry chute (30) comprises an upper chute structure (33) and a lower rail bottom structure (34) of the tooth entry chute. The tooth entry chute fastener (40) is buckled on the lower rail bottom structure (34) of the tooth entry chute to fix the tooth entry chute (30) on the sleeper (12).

6. A non-contact rack track tooth entry correction device as claimed in claim 5, characterized in that: The toothed chute fastener (40) comprises a toothed chute fastener spring bar (41), a toothed chute fastener rail adjustment block (42), a toothed chute fastener elastic pad (43), a toothed chute fastener iron pad (44), a toothed chute fastener anchor bolt (45) and a toothed chute fastener spring washer (46); the toothed chute fastener spring bar (41) and the toothed chute fastener rail adjustment block (42) are pressed on the lower rail bottom structure (34) of the toothed chute; the toothed chute fastener elastic pad (43) is placed under the toothed chute (30); the toothed chute fastener iron pad (44) is placed on the upper surface of the sleeper (12) and is anchored to the sleeper (12) through the toothed chute fastener anchor bolt (45).

7. A non-contact rack track tooth entry correction device as claimed in claim 1, characterized in that: A rack clamp (60) is longitudinally spaced apart on the rack (13), and the rack clamp (60) comprises an upper groove structure (61) of the rack clamp and a lower rail bottom structure (62) of the rack clamp; the upper groove structure (61) of the rack clamp clamps the rack (13) and is fixedly connected to the rack (13) via connecting bolts; the rack fastener (50) is buckled on the lower rail bottom structure (62) of the rack clamp to fix the rack (13) on the sleeper (12).

8. A non-contact rack track tooth entry correction device as claimed in claim 7, characterized in that: The rack fastener (50) comprises a rack fastener spring bar (51), a rack fastener track adjustment block (52), a rack fastener elastic pad (53), a rack fastener iron pad (54), a rack fastener anchor bolt (55) and a rack fastener spring washer (56); the rack fastener spring bar (51) and the rack fastener track adjustment block (52) are buckled onto the rail bottom structure (62) at the lower part of the rack clamp plate; the rack fastener elastic pad (53) is placed under the rack clamp plate (60); the rack fastener iron pad (54) is placed on the upper surface of the sleeper (12) and is anchored and connected to the sleeper (12) via the rack fastener anchor bolt (55).

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